Charge control system for internal combustion engines



April 1942- M. MALLORY 2,281,509

CHARGE CONTROL SYSTEM FOR AN INTERNAL COMBUSTION ENGINE Filed 001?. 28, 1940 4- 3v :S f 2:5

9 I INVENTTOR.

6 6 MARION MAL LORY Patented Apr. 28, 1942 UNITED STATES PATENTOFFICE.

CHARGE CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINES Marion Mallory, Detroit, Mich. Application October 28, 1940,'Serial No. 363,135

This invention relates to a charge control sys- 7 Claims.

tem for an internal combustion engine.

It is well known about internal combustion engines that the higher the compression of the fuel mixture at the time of combustion the greater the power that is developed by the combustion. If the intake passageway is designed sufliciently large so that the desired high compression is maintained at high speed, then at low engine speeds at fairly or fully wide open t? ottle so much charge will flow into the cylinders that detonation or knocking will occur. If the intake passageway is sufiiciently small so that knocking will not occur at low engine speeds, an insufficient charge will be drawn into the combustion chamber to give the high compression necessary to obtain the best power and fuel economy. It is the object of this invention to produce a carburetor and charge control system for an internal combustion engine that will permit ject is-achieved by means of an auxiliary throttle valve in the intake passageway which is controlled so that it tends to open as the pressure passageway with a,-;charge control mechanism that responds to both intake manifold pressures and to the speed of the engine. This charge control comprises a valve 3 fixed on shaft 26 journaled in housing 2|. In order to make the valve responsive to manifold pressure it is proposed, by way of example, to make the valve 3 an unbalanced valve, that is, the butterfly valve 3 will ha e a greater area to the left of the shaft 26 than to the right of the shaft. Thus, asubatmospheric pressure in the manifold will tend to open valve 3. The lower the-pressure, that is, the greater the vacuum in the manifold I 0 the further valve 3 will open. Valve 3 is normally biased or yieldably held closed by the, tension spring 5, one end of which is fixed on pin 21 on the carburetor housing. 2| and the other end of which is secured to pin 4 on lever 28. fixed on shaft 26.

For controlling the valve 3 in accordance with the speed of the engine, it is proposed to connect the valve 3 with an unbalanced valve 6 mounted on shaft 29 journaled in the exhaust manifold 9. The flow of exhaust gases in the manifold is towards the right, as indicated by the arrow. The connection between valve 6 and valve 3 comprises a lever 8 fixed on shaft 29 and a link l pivotally connected at one end to lever 28 and lowers in the intakemanifold and tends to close as the pressure-rises and which is also controlled so that it tends to open as the speed of the 'engine increases and tends to close as the speed of the engine decreases.

The single figure is a vertical section through a carburetor and intake manifold and a portion of the exhaust manifold showing the unbalanced throttle valve and exhaust manifold control.

Referring more particularly to the drawing there is shown a carburetor comprising a housing 2|, a venturi 22 in the intake passageway, an air inlet l9 and a fuel-air mixture outlet 23 into the engine intake manifold Ill. The fuel nozzle is designated l6.

A manually controlled throttle valve I is fixed on shaft 24 journaled in the housing 2|. Lever 25 is fixed on shaft 24 and is pivotally connected with the'push and pull rod 2 which ,is connected with the conventional foot accelflator pedal or hand throttle lever (not shown).

For controlling the charge drawn into the enthe other end to lever 8. Thus, as valve 6 opens, valve ,3 will open correspondingly.

The operation of. the device is as follows: When the engine is idling, both of valves 3 and G will be approximately closed. As the engine speed increases, the exhaust pressure in the exhaust manifold 9 increases. The exhaust pressure acting against unbalanced valve 6 opens this valve and through link I correspondingly opens valve 3 wider and wider as the engine speed, that is, the exhaust manifold pressure, increases. As the exhaust manifold pressure falls, spring 5 moves valves 3 and 6 toward closed position. If the engine is running slowly with throttle valve 3 nearly closed and throttle valve I is opened fairly wide for acceleration, then valve 6, which operates in accordance with the speed of the engine, under some desired conditions might not open valve 3 sufliciently wide. However, under such a condition, the vacuum existing below unbalanced valve 3 in the intake manifold would act upon valve 3 to open the same and correspondingly open valve 6 to let in sufficient charge for acceleration. As the speed of the engine increases, valve 3 in and of itself would not have suflicient power to overcome gine cylinder it is proposed to provide the intake spring 5 and open wide, but as the speed in- 3 respond to intake manifold pressures.

creases, exhaust manifold pressure increases thereby causing valve I to come into play and open valve 3 in accordance with the engine 'speed From the above it is evident that auxiliary valve 3 controls the charge entering the engine cylinders both in accordance with the speed of the engine and the load or the engine.

It is preferred-but not necessary to have valve Thus, valve 3 can be a balanced valve. In the operation or an internal combustion engine as the explosion frequencies increase, the pressure in the exhaust line increases. In other words, as.

the speed of the engine increases, the pressure in line 9, acting upon unbalanced valve 8, in-- creases thereby opening the auxiliary valve 3 thesameasthepressurelowersandroropening' connected to said charge control valve ior'closing rises and for opening the valve as the pressure wider and wider as the speed of the engine increases. Where the valve 3 is a balanced valve it opens as the speed of the engine increases and closes as the speed 01' the engine decreases.

I claim:

1. A carburetion and charge control system for an internal combustion engine comprising an in-' take passageway, a manually controlled throttle valve in said intake passageway, a charge control valve in said passageway, pneumatic means responsive to the pressure existing in the intake passageway on the engine side of the charge control valve for closing the valve as the pressure rises and for opening the valve as the pressure lowers, and means responsive to the pressure in the engine exhaust passageway connected to said charge control valve for closing the same as the pressure lowers and for opening the same as the pressure rises whereby the charge control valve is controlled in accordance with the load and speed of the engine.

2. A carburetion and charge control system for an internal combustion engine comprising an intake passageway, a manually controlled throttle valve in said intake passageway, an unbalanced charge control valve in said passageway responsive to the pressure existing in the intake passageway on the engine side of the charge con.. trol valve for closing the valve as the pressure rises and for opening the valve as the pressure lowers, and means responsive to the pressure in the engine exhaust passageway connected to said charge control valve for closing the same as the lowers, and an unbalanced valve responsive to the pressure in the engine exhaust-passageway connected to said charge control valve for closing the same as the pressure lowers and for opening the same as the pressure rises whereby the charge control valve is controlled in accordance with the load and speed of the engine.

5. A carburetion and charge control system for an internal combustion engine comprising an intake passageway. a manually controlled throttle valve in said intake passageway, an unbalanced charge control valve in said passageway responsive to the pressure existing in the intake passageway on the engine side of the charge control valve for closing the valve as the pressure rises and for opening the valve as the pressure lowers, and an unbalanced valve responsive to the pressure in the engine exhaust passageway connected to said charge control valve for closing the same as the pressure lowers and for opening the same as the pressure rises whereby the charge control valve is controlled in accordance with the load and speed of the'engine, and resilient means tending at all times to close the unbalanced valves in said intake passageway and exhaust passageway.

6. A carburetion and charge control system for an internal combustion engine comprising an intake passageway, a manually controlled throttle valve in said intake passageway, a charge control pressure lowers and for opening the same as the pressure rises whereby the charge control valve is controlled in accordance with the load and speed or the engine.

3. A carburetion and charge control system for an internal combustion engine comprising an intake passageway, a manually controlled throttle valve in said intake passageway, a charge control valve in said passageway, pneumatic means responsive to the pressure existing in the intake passageway on the engine side of the charge control valve for closing the valve as the pressure rises and for opening the valve as the pressure lowers, and an unbalanced valve responsive to the pressure in the engine exhaust passageway valve in said passageway, and means responsive to the pressure in the engine exhaust passageway connected 'to said charge control valve for closing the same as the pressure lowers and for opening the same as the pressure rises, whereby the charge control valve is controlled in accordance with pressure condition in the exhaust manifold.

7. A carburetion and charge control system for an internal combustion engine comprising an intake-passageway, a manually controlled throttle valve in said intake passageway, a charge control valve in said passageway, and an unbalanced valve responsive to the pressure in the engine exhaust passageway connected to said charge control valve for closing the same as the pressure lowers and for opening the same as the pressure rises whereby the charge control valve is controlled in accordance with pressure conditions in the exhaust manifold.

MARION MALLORY. 

